Engine Device

ABSTRACT

An engine includes: an exhaust manifold  7  close to one of left and right side surfaces of an engine; a turbocharger  60  having an exhaust-side inlet connected to the exhaust manifold  7 ; and a rocker-arm-chamber-integrated intake manifold  8  being disposed on an upper surface of a cylinder head  5  and integrally including a rocker arm chamber  90  and an intake manifold  6 . The intake manifold  8  has a wall  101  dividing the rocker arm chamber  90  close to the one of the left and right side surfaces of the engine  1  and the intake manifold  6  close to the other of the left and right side surfaces to isolate the rocker arm chamber  90  and the intake manifold  6  from each other. The rocker arm chamber  90  has, in its upper portion, a positive crankcase ventilation device  69  protruding therefrom and being configured to return blowby gas to an intake system. The positive crankcase ventilation device  69  has, in its side surface, a blowby-gas discharge port  67  connected with a gas conduit  68  through which blowby gas is delivered to an intake-side inlet of the turbocharger  60.

TECHNICAL FIELD

The present invention relates to an engine device provided with aturbocharger.

BACKGROUND ART

A turbocharger for compressing fresh air with exhaust gas energy toincrease an air density in a cylinder of the engine has beentraditionally mounted in engine devices, for the purpose of enhancementof engine output and improvement of fuel efficiency (see PatentLiterature 1 (hereinafter, referred to as PTL 1)). In a case where theturbocharger is mounted in a diesel engine, the turbocharger supplies alarge amount of high-pressure air into a cylinder to burn a large amountof fuel. This increases engine output and engine torque, and alsofacilitates mixing of a fuel and air to suppress or reduce pre-mixedcombustion, thereby reducing an amount of nitrogen oxide (NOx) to beemitted.

CITATION LIST Patent Literature

PTL 1: Japanese Patent Application Laid-Open No. 2008-180134

SUMMARY OF INVENTION Technical Problem

Incidentally, recently, a space for mounting an engine is often limited(i.e., small) to meet the demands for weight reduction and downsizing,although the space for mounting the engine varies depending on the workvehicle (e.g., a construction machine or an agriculture machine) onwhich the engine is to be mounted. In view of this, components of theengine need to be arranged compactly. Especially in a case where theturbocharger is mounted in a small-displacement engine, the turbochargeraccounts for a large part of a surface of the engine. Therefore, theturbocharger and its related components need to be arranged compactly.

Some aspects of the present invention have a technical object to providean engine device that has been improved as a result of study of thecircumstances described above.

Solution to Problem

An engine device according to an aspect of the present inventionincludes:

an exhaust manifold disposed at a location close to a first one of leftand right side surfaces of the engine device;

a turbocharger having an exhaust-side inlet connected to the exhaustmanifold; and

a cylinder head cover disposed on an upper surface of a cylinder head,the cylinder head cover integrally including a rocker arm chamber and anintake manifold, wherein

the cylinder head cover has a wall dividing the rocker arm chamberdisposed at a location close to the first one of the left and right sidesurfaces of the engine device and the intake manifold disposed at alocation close to a second one of the left and right side surfaces ofthe engine device from each other to isolate the rocker arm chamber andthe intake manifold from each other, and

the rocker arm chamber has an upper portion provided with a positivecrankcase ventilation device which protrudes from the upper portion ofthe rocker arm chamber and which is configured to return blowby gas toan intake system, the positive crankcase ventilation device has a sidesurface provided with a blowby-gas discharge port to which a gas conduitis connected, and the blowby gas is delivered to an intake-side inlet ofthe turbocharger through the gas conduit.

The engine device according to the aspect of the present invention maybe configured such that, for example, the intake manifold has an uppersurface covered with an intake lid provided with an intake inletprotruding upward from the intake lid, the intake inlet is connected tothe intake-side outlet of the turbocharger via an intake relay pipe, andthe gas conduit is positioned such that the gas conduit crosses theintake relay pipe at a location below the intake relay pipe.

The engine device according to the aspect of the present invention maybe configured such that, for example, the intake-side inlet of theturbocharger is connected to an intake pipe which is curved into anL-shape and which has an upstream-side portion being connected to thegas conduit and being inclined upward, and the gas conduit is inclinedupward from the blowby-gas discharge port to a connecting part at whichthe gas conduit and the intake pipe are connected to each other.

The engine device according to the aspect of the present invention maybe configured such that, for example, a gas introduction part, which isconfigured to introduce blowby gas in the rocker arm chamber upward intothe positive crankcase ventilation device, is inserted into the rockerarm chamber, and an inner passage between a gas outlet of the gasintroduction part and a gas discharge part communicating with theblowby-gas discharge port has a labyrinth structure.

The engine device according to the aspect of the present invention maybe configured such that, for example, the positive crankcase ventilationdevice includes a dividing wall which is disposed away from a peripheralwall of the positive crankcase ventilation device and which divides,from the inner passage, a gas introduction chamber to which the gasoutlet of the gas introduction part is inserted, and an oil trapmaterial is provided between the peripheral wall and the dividing wallto allow the oil trap material to be interposed between the gas outletof the gas introduction part and the inner passage.

The engine device according to the aspect of the present invention maybe configured such that, for example, a beam-shaped dividing wall isprovided in a suspended manner at a position between the oil trapmaterial and the gas introduction chamber and above the oil trapmaterial, and the inner passage includes, as a part thereof, a spacesurrounded by an upper surface of the oil trap material, the beam-shapeddividing wall, and the peripheral wall.

The engine device according to the aspect of the present invention maybe configured such that, for example, the turbocharger is positionedabove the exhaust manifold, and the turbocharger is supplied withlubrication oil through an oil feeding pipe, the oil feeding pipe beinginstalled such that the oil feeding pipe extends from the second one ofthe left and right side surfaces of the engine device toward the firstone of the left and right side surfaces of the engine device, whilemaking a detour by extending along a first one of front and rear sidesurfaces of the engine device, and the oil feeding pipe further extends,over the first one of the left and right side surfaces of the enginedevice, from a first one of front and rear side surfaces of the exhaustmanifold toward a position above the exhaust manifold, while making adetour by extending along an outer periphery of the exhaust manifold.

The engine device according to the aspect of the present invention maybe configured such that, for example, an injector is inserted into thecylinder head, and is supplied with fuel from a fuel injection pumpdevice,

the fuel injection pump device has front and rear ends, a first one ofwhich is provided with an electronically-controlled speed-governingmechanism, the first one of the front and rear ends of the fuelinjection pump device is fixed to a second one of left and right sidesurfaces of the cylinder head via a fixing bracket, and a second one ofthe front and rear ends of the fuel injection pump device is fixed to agear case attached to a cylinder block, and

the injector is placed in a recess in the intake manifold, which ismounted on the upper surface of the cylinder head, and the injector isconnected to the fuel injection pump device through a fuel pipe.

The engine device according to the aspect of the present invention maybe configured such that, for example, the intake-side inlet of theturbocharger is positioned to face a first one of front and rear sidesurfaces of the engine device, and

an intake pipe, which is curved into an L-shape, has

-   -   a downstream-side portion being positioned along a        front-and-rear direction of the engine device and being        connected to the intake-side inlet of the turbocharger, and    -   an upstream-side portion being positioned along a left-and-right        direction of the engine device and extending toward the second        one of the left and right side surfaces of the engine device.

Advantageous Effects of Invention

The engine device according to the aspect of the present invention isconfigured to include the cylinder head cover disposed on the uppersurface of the cylinder head, the cylinder head cover integrallyincluding the rocker arm chamber and the intake manifold, wherein therocker arm chamber has the upper portion provided with the positivecrankcase ventilation device protruding therefrom, the positivecrankcase ventilation device has the side surface provided with theblowby-gas discharge port to which the gas conduit is connected, andblowby gas is delivered to the intake-side inlet of the turbochargerthrough the gas conduit. With the configuration in which the rocker armchamber and the intake manifold are integrally formed in the cylinderhead cover, the rocker arm chamber and the intake manifold can bearranged compactly. With this configuration, the turbocharger and thepositive crankcase ventilation device, which is disposed above therocker arm chamber, can be arranged close to each other, and thus canalso be arranged compactly. With the configuration in which theblowby-gas discharge port is provided on the side surface of thepositive crankcase ventilation device, the gas conduit, which isconnected to the blowby-gas discharge port, can be positioned flexibly.With the configuration in which the positive crankcase ventilationdevice is provided to the upper portion of the rocker arm chamber suchthat the positive crankcase ventilation device protrudes therefrom, itis possible to prevent a decrease in inner volume of the rocker armchamber that might be caused by installation of the positive crankcaseventilation device. Consequently, the rocker arm chamber can achieve avolume sufficient to deal with blowby gas increased by installation ofthe turbocharger, without a significant increase in volume of the rockerarm chamber, hence, without a significant increase in externaldimensions of the cylinder head cover. With the configuration in whichthe blowby-gas discharge port disposed on the side surface of thepositive crankcase ventilation device and the turbocharger can bearranged close to each other, it is possible to easily position the gasconduit and to shorten the length of the gas conduit to be installed.With the gas conduit having a shorter length, it is possible to avoid asituation in which the gas conduit is blocked due to freezing, bending,and/or the like that might otherwise occur in the gas conduit. With theconfiguration in which the gas conduit is disposed directly above thecylinder head cover, it is possible to avoid a situation in which thegas conduit is blocked due to freezing and/or the like that mightotherwise occur in the gas conduit, thanks to heat from the engine.

The engine device according to the above-described embodiment may beconfigured such that the upper surface of the intake manifold is coveredwith the intake lid to which the intake inlet is connected via theintake-side outlet of the turbocharger and the intake relay pipe, andthe gas conduit is positioned such that the gas conduit crosses theintake relay pipe at a location below the intake relay pipe. Thus, theintake relay pipe extends over the gas conduit. With this configuration,the intake relay pipe can be placed away from the cylinder head cover,and thus it is possible to suppress or reduce an increase in temperatureof combustion air in the intake relay pipe that might otherwise becaused by heat dissipated from the engine. At the same time, with thisconfiguration, the intake relay pipe and the gas conduit can be placedin a space above the cylinder head cover, and thus this space iseffectively utilized.

The engine device according to the above-described embodiment may beconfigured such that the gas conduit is inclined upward from theblowby-gas discharge port to the connecting part at which the gasconduit and the intake pipe are connected to each other. With thisconfiguration, it is possible to achieve, at a location below theupstream-side portion of the intake pipe, a space for installing anothercomponent of the engine, without the need to increase a verticalposition of the intake-side inlet of the turbocharger, hence, withoutthe need to increase a vertical position of the turbocharger itself, butwith a compact configuration in which a vertical position of theturbocharger is suppressed or reduced. With the above-describedconfiguration, it is possible to provide a large space between thefresh-air inflow port provided in the upstream-side portion of theintake pipe and another component disposed below the fresh-air inflowport. Thus, the space that an operator can access to attach/detach apipe leading to an air cleaner to/from the fresh-air inflow port of theintake pipe can be achieved. This facilitates the attachment/detachmentwork. With the configuration in which the gas conduit is inclined upwardfrom the blowby-gas discharge port toward the connecting part at whichthe gas conduit and the intake pipe are connected to each other, it ispossible to prevent a phenomenon that lubrication oil, unburned fuel,and/or the like adhered on the inner wall of the blowby-gas return pipeflows into the intake pipe. This can reduce the possibility thatlubrication oil and/or the like may be mixed in combustion air (freshair) supplied to the engine and the possibility that the passage of theintake system may be stained by lubrication oil and/or the like.

With the engine device according to the above-described the presentembodiment, the inner passage between the gas outlet of the gasintroduction part through which blowby gas in the rocker arm chamber isintroduced into the positive crankcase ventilation device and the gasdischarge part communicating with the blowby-gas discharge port may beformed to have a labyrinth structure. Thus, the labyrinth structureformed in the positive crankcase ventilation device, which protrudesfrom the upper portion of the rocker arm chamber, can be made compactwithout a significant increase in volume of the rocker arm chamber,hence, without a significant increase in external dimensions of thecylinder head cover. With such a labyrinth structure, it is alsopossible to remove lubrication oil, unburned fuel, and/or the likecontained in blowby gas.

With the configuration in which the oil trap material is providedbetween the dividing wall dividing, from the inner passage, the gasintroduction chamber to which the gas outlet of the gas introductionpart is inserted and the peripheral wall of the positive crankcaseventilation device, it is possible to allow blowby gas flowing from thegas outlet of the gas introduction part to the inner passage while goingaround the dividing wall and to pass through the oil trap material.Consequently, it is possible to remove, with the oil trap material,lubrication oil and/or the like contained in the blowby gas.

With the configuration in which the inner passages includes, as a partthereof, a space surrounded by the beam-shaped dividing wall disposed ina suspended manner at a position between the oil trap material and thegas introduction chamber and above the oil trap material, the uppersurface of the oil trap material, and the peripheral wall, it ispossible to cause blowby gas to pass through the inside of the oil trapmaterial when the blowby gas flows from the gas outlet of the gasintroduction part toward the upper surface of the oil trap material.Consequently, it is possible to remove, with the oil trap material,lubrication oil and/or the like contained in the blowby gas.

In the engine device according to the above-described embodiment, theoil feeding pipe for feeding lubrication oil to the turbocharger, whichis positioned above the exhaust manifold, may be installed such that theoil feeding pipe extends from the second one of the left and right sidesurfaces of the engine toward the first one of the left and right sidesurfaces of the engine, while making a detour by extending along thefirst one of the front and rear side surfaces of the engine, and the oilfeeding pipe may further extend, over the first one of the left andright side surfaces of the engine, from a first one of front and rearside surfaces of the exhaust manifold toward the position above theexhaust manifold, while making a detour by extending along the outerperiphery of the exhaust manifold. With this configuration, it ispossible to compactly arrange, along the side surfaces of the engine,the oil feeding pipe for feeding lubrication oil to the turbocharger. Inaddition, since the oil feeding pipe is installed such that the oilfeeding pipe makes a detour by extending along the outer periphery ofthe exhaust manifold, the oil feeding pipe would not become an obstacleto an attachment work of the exhaust manifold even in a state where theoil feeding pipe is attached to the engine. Thus, this configurationimproves efficiency in assembling of the engine.

The engine device according to the above-described embodiment may beconfigured such that the portion of the fuel injection pump device,which portion is provided with the speed-governing mechanism of the fuelinjection pump device, is supported by the cylinder head, which is lessaffected by vibrations from the engine than is the cylinder block. Withthis configuration, it is possible to reduce the effects given to thespeed-governing mechanism by vibrations from the engine. Accordingly, itis possible to suppress or reduce an erroneous operation of thespeed-governing mechanism, thereby making it possible to prevent anexcess amount of fuel or an insufficient amount of fuel from beinginjected. With the configuration in which the injector is placed in therecess in the intake manifold mounted on the upper surface of thecylinder head and the injector is connected to the fuel injection pumpdevice through the fuel pipe, the fuel injection pump device can bepositioned close to the injector. Consequently, the length of the fuelpipe can be made shorter. Therefore, a pressure for forcibly feedingfuel from the fuel injection pump device to the injector can be kept ata high pressure. Accordingly, the injector injects fuel with goodresponse, so that a combustion efficiency can be enhanced. Thus, thisconfiguration can improve fuel economy, and can also suppress or reducegeneration of graphite and/or NOx.

The engine device according to the aspect described above may beconfigured such that the upstream-side portion of the intake pipe, whichis connected to the intake-side inlet of the turbocharger, is positionedalong the left-and-right direction and extends toward the second one ofthe left and right side surfaces of the engine. With this configuration,it is possible to compactly arrange the intake pipe, which is connectedto the turbocharger, without causing the intake pipe to protrude fromthe first one of the front and rear side surfaces of the engine. Forexample, even in a case where a space between the intake-side inlet ofthe turbocharger and engine components (e.g., a cooling fan, a fanshroud, and a radiator) positioned at a location close to the first oneof the front and rear side surfaces of the engine is small, the enginedevice according to the above-described embodiment can achieve a spacein which a pipe leading to the air cleaner can be connected to theintake pipe, thanks to the configuration in which the upstream-sideportion of the intake pipe extends toward the second one of the left andright side surfaces of the engine.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 A front view of an engine.

FIG. 2 A back view of the engine.

FIG. 3 A left side view of the engine.

FIG. 4 A right side view of the engine.

FIG. 5 A plan view of the engine.

FIG. 6 A perspective view of the engine, seen diagonally from the front.

FIG. 7 A perspective view of the engine, seen diagonally from the rear.

FIG. 8 A partial cross-section of a rocker-arm-chamber-integrated intakemanifold, viewed in a plan view.

FIG. 9 A cross-sectional view of a left side of therocker-arm-chamber-integrated intake manifold.

FIG. 10 A cross-sectional view of a back side of therocker-arm-chamber-integrated intake manifold.

FIG. 11 A perspective cross-sectional view of therocker-arm-chamber-integrated intake manifold.

FIG. 12 A perspective cross-sectional view of a rocker arm chamber and apositive crankcase ventilation device included in therocker-arm-chamber-integrated intake manifold.

FIG. 13 A perspective view of the rocker-arm-chamber-integrated intakemanifold, seen from the bottom side.

FIG. 14 A perspective cross-sectional view of the positive crankcaseventilation device.

FIG. 15 A plan view illustrating a configuration of an intake pipe andits peripheral components.

FIG. 16 A front view illustrating the configuration of the intake pipeand its peripheral components.

FIG. 17 A perspective view illustrating the configuration of the intakepipe and its peripheral components.

FIG. 18 A perspective view illustrating therocker-arm-chamber-integrated intake manifold, the intake pipe, and ablowby-gas return pipe.

FIG. 19 A perspective cross-sectional view of the intake pipe and theblowby-gas return pipe.

FIG. 20 A left side view of components of an exhaust system.

FIG. 21 A perspective view of the components of the exhaust system.

FIG. 22 An exploded perspective view illustrating a mounting structurefor the components of the exhaust system.

FIG. 23 A back view of the components of the exhaust system and apartial cross-section of a cylinder block.

FIG. 24 A right side view illustrating a configuration of a fuelinjection pump device.

FIG. 25 A perspective view illustrating a configuration of the fuelinjection pump device and its peripheral components.

FIG. 26 A perspective view illustrating a configuration of a fuel systemincluding the fuel injection pump device.

FIG. 27 A perspective view illustrating the configuration of the fuelinjection pump device.

FIG. 28 A partial cross-sectional view of a cylinder block and the fuelinjection pump device, viewed from the back side of the engine.

DESCRIPTION OF EMBODIMENTS

Next, with reference to the drawings, the following will describeembodiments of the present invention. First, with reference to FIGS. 1to 7, a configuration of an engine (engine device) 1 will beschematically described. In the following description, two opposed sidesalong an output shaft 3 (two opposed sides extending along the outputshaft 3) are respectively referred to as left and right, a side on whicha cooling fan 9 is disposed is referred to as a front side (one side), aside on which a flywheel 11 is disposed is referred to as a rear side, aside on which an exhaust manifold 7 is disposed is referred to as a leftside (a first one of the sides), and a side on which a fuel injectionpump device 14 is disposed is referred to as a right side (a second oneof the sides). Based on these definitions, a positional relation in theengine 1 in four lateral directions and a vertical direction will bedescribed.

As illustrated in FIGS. 1 to 7, the engine 1, which is a prime mover tobe mounted in a work machine such as a construction machine or anagriculture machine, has a cylinder block 4 internally including theoutput shaft 3 (crankshaft) and a piston (not illustrated). On thecylinder block 4, a cylinder head 5 is mounted. The cylinder head 5 hasa left side surface adjacent to which the exhaust manifold 7 isdisposed. The cylinder head 5 has an upper surface on which arocker-arm-chamber-integrated intake manifold 8 (cylinder head cover) isdisposed. The rocker-arm-chamber-integrated intake manifold 8 includesan intake manifold part 6 and a rocker arm chamber part 90. The intakemanifold part 6 is disposed in a right-side portion of the intakemanifold 8, and extends in a front-and-rear direction. The rocker armchamber part 90 is disposed in a left-side portion of the intakemanifold 8, and extends in the front-and-rear direction. Namely, abovethe cylinder head 5, the intake manifold part 6 is disposed on the rightside relative to the output shaft 3 of the engine 1, and the rocker armchamber part 90 is disposed on the left side (close to the exhaustmanifold 7) relative to the output shaft 3 of the engine 1. The rockerarm chamber part 90 covers an intake valve (not illustrated), an exhaustvalve (not illustrated), and other components provided in a portion ofthe cylinder head 5, the portion being close to the upper surface.

The engine 1 is provided with the cooling fan 9, which is disposed at alocation close to one side surface of the engine 1 intersecting with theoutput shaft 3, specifically, at a location close to a front surface ofthe cylinder block 4. A mounting plate 10 is provided at a locationclose to a rear surface of the cylinder block 4. A flywheel 11 isdisposed such that the flywheel 11 overlaps the mounting plate 10. Theflywheel 11 is pivotally supported by the output shaft 3. Via the outputshaft 3, driving power of the engine 1 is supplied to a work unit of awork machine. Below the cylinder block 4, an oil pan 12 is disposed.Lubrication oil in the oil pan 12 is supplied to lubricated parts (partsto be lubricated) of the engine 1 via an oil filter 13 disposed at alocation close to a right side surface of the cylinder block 4. The oilpan 12 is connected to the cylinder block 4 via a spacer 71. The spacer71 extends from a rear end of the cylinder block 4 to a position below agear case 54. The gear case 54, which is connected to the front surfaceof the cylinder block 4, is connected also to the spacer 71.

Injectors (fuel injection valves) 15 are provided in a right portion ofthe upper surface of the cylinder head 5. In the example of the presentembodiment, the injectors 15 for three cylinders are provided. Thefollowing description of the example of the present embodiment will dealwith the engine 1 with three cylinders. However, the number of cylindersin the engine device of the present invention is not limited to three.The injectors 15 are connected to a fuel tank (not illustrated) in awork machine via a fuel injection pump device 14 and a fuel filter 17.The cylinder head 5 has a front surface having a left portion to which aproximal end of a front suspended metal fitting 55 is fastened by abolt. The front suspended metal fitting 55 serves also as a supportmember for an alternator 23 (described later).

The fuel injection pump device 14 is attached to a portion of the rightside surface of the cylinder block 4, the portion being higher than theoil filter 13 (lower than the intake manifold part 6). The fuelinjection pump device 14 is configured to supply fuel into combustionchambers in the cylinder block 4 via the injectors 15. The fuelinjection pump device 14 includes an injection pump body 32 forsupplying fuel to the injectors 15 via fuel injection pipes 36, agovernor storage case 33 in which a governor for adjusting an amount offuel to be injected (fuel injection amount) is accommodated, an actuator34 for controlling operation of the governor, and a fuel feeding pump 35for feeding fuel.

In the fuel injection pump device 14, the governor storage case 33 isdetachably fastened by a bolt to a rear surface of the injection pumpbody 32. The actuator 34 is detachably fastened by a bolt to a rearsurface of the governor storage case 33. The fuel feeding pump 35 isdetachably fastened by a bolt to a lower portion of a right side surfaceof the injection pump body 32. The governor storage case 33 includes, inits inside, a speed-governing linkage 205 (described later, see FIG.27). The speed-governing linkage 205 and the actuator 34 constitute aspeed-governing mechanism 30.

The injection pump body 32 has a front surface detachably fastened by abolt to a rear surface of the gear case 54, and the governor storagecase 33 has a rear surface detachably fastened by a bolt to a rearportion of a right side surface of the cylinder head 5 via a fixingbracket 41 having an L-shape. In this manner, the fuel injection pumpdevice 14 is attached to the engine 1. The gear case 54, which isattached to a lower portion of the front surface of the cylinder block4, accommodates a gear train including gears such as a crank gear, a camgear, a pump gear, and an idle gear (not illustrated).

When the fuel feed pump 35 is driven, fuel in the fuel tank (notillustrated) is sent from the fuel feeding pump 35 to the injection pumpbody 32 through a fuel feeding pipe 37, the fuel filter 17, and a fuelrelay pipe 38. Then, the fuel is supplied from the injection pump body32 to the injectors 15 via the respective fuel injection pipes 36.Between the injection pump body 32 and the fuel filter 17, a fuel returnpipe 39 is connected. At a location near the injection pump body 32, thefuel return pipe 39 is merged with a fuel return pipe 40 for returningexcess fuel from the injectors 15. The excess fuel from the engine 1 isreturned to the fuel tank (not illustrated) through the fuel returnpipes 39 and 40, a fuel return pipe joint 57 provided above the fuelfilter 17, and the like. The cylinder head 5 has a rear surfaceincluding a right portion to which a proximal end of a rear suspendedmetal fitting 56 is fastened by a bolt. The fuel filter 17, which isdisposed adjacent to an upper portion of a right side surface of therear suspended metal fitting 56, is detachably fastened by a bolt.

The mounting plate 10 is provided with a starter 18 for engine start.The starter 18 for engine start includes a pinion gear that is engagedwith a ring gear of the flywheel 11. In order to start the engine 1,rotational power of the starter 18 for engine start causes the ring gearof the flywheel 11 to rotate, so that the output shaft 3 is caused tostart rotating (so-called “cranking” is performed).

In the vicinity of the front surface of the cylinder head 5 (in thevicinity of the cooling fan 9), a coolant pump 21 is disposed coaxiallywith a fan axis of the cooling fan 9. On the left side of the engine 1,specifically, on the left side of the coolant pump 21, the alternator 23is provided. The alternator 23 is an electricity generator configured togenerate electricity by driving power from the engine 1. By rotation ofthe output shaft 3, the cooling fan 9 as well as the coolant pump 21 andthe alternator 23 are driven by a V-belt 22 for driving the cooling fan.When the coolant pump 21 is driven, coolant in a radiator 19, which ismounted in the work machine, is supplied into the cylinder block 4 andthe cylinder head 5. Consequently, the engine 1 is cooled. The coolantfrom the coolant pump 21 is partially caused to flow to an oil cooler83, which is disposed at the base of the oil filter 13, via a passageinside the cylinder block 4 and coolant relay pipes 81 and 82.

As illustrated in FIGS. 3 and 4, each of the left and right sidesurfaces of the cylinder block 4 has a lower portion provided with twoengine mount attachment parts 24, which are aligned in a front-and-reardirection. To each of the engine mount attachment parts 24, an enginemount (not illustrated) including, e.g., an anti-vibration rubber part,can be fastened by a bolt. In the embodiment, the work machine includesa pair of left and right engine support chassis 25 by which the cylinderblock 4 is sandwiched and supported. The engine mount attachment parts24 are fastened by bolts to the engine support chassis 25 via the enginemounts (not illustrated). Consequently, the engine 1 is supported byboth of the engine support chassis 25 of the work machine.

On the pair of left and right engine support chassis 25, the radiator 19provided with a fan shroud 20 on its back surface is disposed in astanding manner such that the radiator 19 faces the front surface of theengine 1. The fan shroud 20 externally surrounds the cooling fan 9(i.e., surrounds an outer periphery of the cooling fan 9), and allowsthe radiator 19 and the cooling fan 9 to communicate with each other. Byrotation of the cooling fan 9, cooling air is blown to the radiator 19,and then the cooling air flows from the radiator 19 toward the engine 1through the fan shroud 20.

The intake manifold part 6 has an inlet to which the air cleaner (notillustrated) is connected via an intake relay pipe 66, a compressor case62 of a turbocharger 60, intake pipes 91 and 92, and the like. Fresh air(outside air) sucked into the air cleaner is subjected to dust removaland cleaning in the air cleaner. Thereafter, the fresh air thus cleanedis sent to the intake manifold part 6 through the intake pipes 91 and92, the compressor case 62 (described in detail later), and the intakerelay pipe 66, and is then supplied to the cylinders of the engine 1.

In the above-described configuration, fresh air is supplied from the aircleaner to the intake pipes 91 and 92. Meanwhile, blowby gas is suppliedfrom a blowby-gas discharge port 67, which is provided to therocker-arm-chamber-integrated intake manifold 8 (hereinafter, simplyreferred to as an “intake manifold”), to the first intake pipe 91through a blowby-gas return pipe 68, so that the blowby gas is mergedinto the fresh air. As described above, the intake manifold 8 is made ofthe intake manifold part 6 disposed in the left-side portion of theintake manifold 8 and the rocker arm chamber part 90 disposed in theright-side portion of the intake manifold 8, the intake manifold part 6and the rocker arm chamber part 90 being integrally formed. The rockerarm chamber part 90 has an upper surface provided with a positivecrankcase ventilation device 69 protruding therefrom. The positivecrankcase ventilation device 69 is configured to separate lubricationoil from blowby gas. The positive crankcase ventilation device 69returns blowby gas having been leaked from the combustion chambers ofthe engine 1 to the first intake pipe 91 so that the blowby gas is sentto the combustion chambers again. This configuration avoids a phenomenonthat the blowby gas, which contains exhaust gas and an unburned air-fuelmixture, is discharged to the atmospheric air.

The turbocharger 60 is positioned, on the left side of the cylinder head5, above the exhaust manifold 7. The turbocharger 60 includes a turbinecase 61 in which a turbine wheel is accommodated, a compressor case 62in which a blower wheel is accommodated, and a center housing 63 (seeFIG. 15) in which the turbine case 61 and the compressor case 62 arecoupled to each other. The center housing 63 has an upper portionconnected to a lubrication-oil feeding pipe 64 (oil feeding pipe) whichis branched off from a lubrication-oil feeding passage 79 (see FIG. 23)inside the cylinder block 4 and through which lubrication oil is fed torotating parts in the center housing 63. The center housing 63 has alower portion connected to a lubrication-oil return pipe 65 throughwhich lubrication oil having been fed into the center housing 63 isreturned to a lubrication-oil return path (not illustrated) inside thecylinder block 4.

The exhaust manifold 7 has an exhaust gas outlet connected to an exhaustinlet (an exhaust-side inlet of the turbocharger 60) 61 a of the turbinecase 61. Specifically, exhaust gas having been discharged to the exhaustmanifold 7 from the cylinders of the engine 1 passes through the turbinecase 61 of the turbocharger 60, and is then emitted to the outside. Theturbine case 61 has an exhaust outlet (an exhaust-side outlet of theturbocharger 60) 61 b connected to, e.g., a silencer and a tail pipe viaan exhaust pipe. Exhaust gas is emitted to the outside from the exhaustoutlet 61 b of the turbocharger 60 through, e.g., the silencer and thetail pipe.

The compressor case 62 has an intake inlet (an intake-side inlet of theturbocharger 60) 62 a connected to a fresh-air outflow side of the aircleaner (not illustrated) via the second intake pipe 92, the firstintake pipe 91, and the like. The compressor case 62 has an intakeoutlet (an intake-side outlet of the turbocharger 60) 62 b connected tothe intake manifold part 6 of the intake manifold 8 via the intake relaypipe 66. Specifically, fresh air having been subjected to dust removalin the air cleaner is sent from the compressor case 62 to the intakemanifold part 6 through the intake relay pipe 66, and is then suppliedto the cylinders in the engine 1.

Next, with reference to FIGS. 8 to 14, a configuration of the intakemanifold 8 will be described. As described above, the intake manifold 8includes the intake manifold part 6 (intake manifold) that is in theleft-side portion and extends in the front-and-rear direction and therocker arm chamber part 90 (rocker arm chamber) that is in theright-side portion and extends in the front-and-rear direction. Theintake manifold 8 includes a partitioning wall 101 by which the intakemanifold part 6 and the rocker arm chamber part 90 are divided from eachother to isolate the intake manifold part 6 and the rocker arm chamberpart 90 from each other.

The intake manifold part 6 has an upper plane covered with an intake lid102. The intake lid 102 is fixed by two screws to upper portions of sidewalls of the intake manifold part 6, and is fastened by six bolts to thecylinder head 5 via the intake manifold part 6. The intake manifold 8 isalso fastened by three bolts to the cylinder head 5 via a portion of arim of the intake manifold 8, the portion being close to the rocker armchamber part 90.

The intake lid 102 has, on its upper surface, an intake inlet 103protruding upward therefrom. The intake manifold part 6 has, on itsbottom surface, three intake outlets 104 which are aligned in thefront-and-rear direction of the engine 1 and which are connected tointake introduction ports of the three cylinders disposed in the uppersurface of the cylinder head 5. On the right side surface of the intakemanifold part 6, two recesses 125 for mounting injectors (injectormounting recesses 125) are disposed. Each of the injector mountingrecesses 125 is interposed between adjacent ones of the intake outlets104. Namely, in the example of the present embodiment, the two injectormounting recesses 125 and the three intake outlets 104 are alternatelyarranged one by one in a direction along the output shaft 3 of theengine 1, in the intake manifold part 6 of the intake manifold 8.

Each of the injector mounting recesses 125 is a cutout formed in thebottom surface of the intake manifold part 6 such that the cutoutextends from the right side surface of the intake manifold part 6 to thepartitioning wall 101. Thus, spaces for mounting the injectors 15, whichare opened rightward, are defined by the cylinder head 5 and theinjector mounting recesses 125. The injectors 15 are inserted into thecylinder head 5 under the injector mounting recesses 125. Thanks to theconfiguration in which the injector mounting recesses 125 are openedrightward, the fuel injection pipes 36 and the fuel return pipes 39 and40, which are to be connected to the fuel injection pump device 14 andthe injectors 15 disposed on the right side of the cylinder head 5, canbe installed through a short path with a simplified installation work.

The rocker arm chamber part 90 has an upper portion provided with thepositive crankcase ventilation device 69 protruding therefrom and beingconfigured to return blowby gas to the intake system. The positivecrankcase ventilation device 69 has a gas discharge part 111 that is aportion of the upper surface of the intake manifold 8, the portionexpanding upward. The gas discharge part 111 has, on its upper surface,a gas pressure adjustment valve 112. The gas discharge part 111 has, onits left side surface, the blowby-gas discharge port 67.

The gas discharge part 111 includes, in its inside, a gas dischargepassage 111 a and a gas discharge passage 111 b. The gas dischargepassage 111 a partially serves also as a pressure control chamber. Thegas discharge passage 111 b leads to the blowby-gas discharge port 67.In the gas discharge part 111, the gas discharge passage 111 a extendsfrom a lower portion of the gas discharge part 111 to an upper portionof the gas discharge part 111. The gas discharge passage 111 a includesa portion being located close to an upper surface of the gas dischargepart 111 and having an annular shape surrounding the periphery of theopening of the gas discharge passage 111 b. This portion of the gasdischarge passage 111 a also serves as the pressure control chamber. Thegas discharge passage 111 b extends downward from the upper surface ofthe gas discharge part 111 and is bent toward a left side surface of thegas discharge part 111, so as to be connected to the blowby-gasdischarge port 67.

The gas pressure adjustment valve 112 includes a valve case 122 and adiaphragm 123 for pressure control. The valve case 122 is disposed inthe upper surface of the gas discharge part 111. The diaphragm 123includes a valve body 124, which is disposed between the gas dischargepassage 111 a serving also as the pressure control chamber and the gasdischarge passage 111 b leading to the blowby-gas discharge port 67.Fluid communication between the gas discharge passages 111 a and 111 bis normally shut off by the valve body 124. If a pressure in the gasdischarge passage 111 a becomes a certain pressure or more, thediaphragm 123 is pressed upward, so that the valve body 124 moves upwardand is opened. Consequently, the gas discharge passages 111 a and 111 bcommunicate with each other.

In the rocker arm chamber part 90, a gas introduction chamber 113 andinner passages 114 are formed in a bottom portion of the gas dischargepart 111. Into the gas introduction chamber 113, blowby gas havingleaked from, e.g., the combustion chambers in the engine 1 toward theupper surface of the cylinder head 5 is introduced. Via the innerpassages 114, the gas discharge passage 111 a and the gas introductionchamber 113 are connected to each other. To the bottom portion of thegas discharge part 111, a shielding plate 115 is fixed by a screw 117.The bottom-surface sides of the gas introduction chamber 113 and theinner passages 114 are shielded, by the shielding plate 115, from theupper-surface side of the rocker arm chamber part 90.

The gas introduction chamber 113 has a bottom-side opening formed in theshielding plate 115. To the bottom-side opening, a gas introduction part116 that is tubular is bonded. In the rocker arm chamber part 90, thegas introduction part 116 is disposed close to an inner wall of a leftside surface of the rocker arm chamber part 90. The gas introductionpart 116 has a gas outlet positioned inside the gas introduction chamber113. Meanwhile, the gas introduction part 116 has a gas inlet at aposition that is inside the rocker arm chamber part 90 and is close tothe cylinder head 5. The gas introduction part 116 has, in its upperend, a lid member to prevent occurrence of a phenomenon that lubricationoil in the form of liquid coming from the cylinder head 5 directlyenters the gas introduction chamber 113. Meanwhile, the gas introductionpart 116 guides blowby gas in the rocker arm chamber part 90 upward fromthe position being inside the rocker arm chamber part 90 and being closeto the cylinder head 5 into the gas introduction chamber 113 in thepositive crankcase ventilation device 69.

The gas discharge part 111 has, in its bottom portion, a dividing wall118 by which the gas introduction chamber 113 and the inner passages 114are divided from each other. The dividing wall 118 is disposed away froma peripheral wall 119 of the positive crankcase ventilation device 69.Between the dividing wall 118 and the peripheral wall 119, the gasintroduction chamber 113 and the plurality of inner passages 114 areformed. The plurality of inner passages 114 is arranged in a maze-likepattern to achieve a labyrinth structure.

At two positions between the dividing wall 118 and the peripheral wall119, oil trap materials (filtration nets) 120 are respectively provided.Each of the oil trap materials 120 is made of, e.g., steel wool, andcatches lubrication oil in the form of mist contained in blowby gas. Inthe present embodiment, the oil trap materials 120 are arranged in thefront-and-rear direction of the engine 1 across the dividing wall 118.Each of the oil trap materials 120 is provided between the gasintroduction chamber 113 and the inner passages 114.

As illustrated in the FIG. 9, the gas introduction chamber 113 has anupper inner surface provided with beam-shaped dividing walls 121protruding downward in a suspended manner. The beam-shaped dividingwalls 121 are disposed at two locations between which the gasintroduction part 116 is interposed. Each of the beam-shaped dividingwalls 121 is provided in a suspended manner at a position between acorresponding one of the oil trap materials 120 and the gas introductionchamber 113 and above the corresponding one of the oil trap materials120. A space surrounded by the peripheral wall 119, an upper surface ofa corresponding one of the oil trap materials 120, and a correspondingone of the beam-shaped dividing walls 121 is a part of the innerpassages 114, through which blowby gas flows.

Blowby gas in the rocker arm chamber part 90 is introduced into thepositive crankcase ventilation device 69 through the gas discharge part111. Then, the blowby gas passes through the gas introduction chamber113, the inner passages 114 having a maze-like pattern, the gasdischarge passage 111 a, the valve body 124 of the diaphragm 123, andthe gas discharge passage 111 b. During this, the blowby gas issubjected to removal of a lubrication oil component and/or the like bythese passages and the oil trap materials 120. Then, the blowby gas issent to the blowby-gas discharge port 67. The blowby gas from which thelubrication oil component and/or the like has been removed is returnedto the intake system from the blowby-gas discharge port 67 through theblowby-gas return pipe 68 (see FIG. 6).

In the engine 1 of the present embodiment, the intake manifold 8 made ofthe intake manifold part 6 and the rocker arm chamber part 90 that areintegrally formed is disposed on the upper surface of the cylinder head5. Thus, the intake manifold part 6 and the rocker arm chamber part 90can be arranged compactly. Furthermore, in the engine 1 of the presentembodiment, the positive crankcase ventilation device 69 is provided onthe upper portion of the rocker arm chamber part 90 such that thepositive crankcase ventilation device 69 protrudes therefrom, and blowbygas is caused to pass through the blowby-gas return pipe 68 (gasconduit) connected to the blowby-gas discharge port 67 on the sidesurface of the positive crankcase ventilation device 69 and to bedischarged to the intake-side inlet 62 a of the turbocharger 60. Thus,the turbocharger 60 and the positive crankcase ventilation device 69 canbe arranged close to each other, and thus can be arranged compactly.

In addition, with the configuration in which the blowby-gas dischargeport 67 is disposed on the side surface of the positive crankcaseventilation device 69, the blowby-gas return pipe 68, which is beconnected to the blowby-gas discharge port 67, can be placed flexibly.Furthermore, with the configuration in which the positive crankcaseventilation device 69 is disposed above the rocker arm chamber part 90such that the positive crankcase ventilation device 69 protrudestherefrom, it is possible to prevent a decrease in inner volume of therocker arm chamber part 90 that might be caused by installation of thepositive crankcase ventilation device 69. Consequently, the rocker armchamber 90 can achieve a volume sufficient to deal with blowby gasincreased by installation of the turbocharger 60, without a significantincrease in volume of the rocker arm chamber part 90, hence, without asignificant increase in external dimensions of the intake manifold 8.

Moreover, with the above-described configuration, the blowby-gasdischarge port 67 disposed on the side surface of the positive crankcaseventilation device 69 and the turbocharger 60 can be arranged close toeach other. Thus, it is possible to easily position the blowby-gasreturn pipe 68 and to shorten the length of the blowby-gas return pipe68 to be installed. With the blowby-gas return pipe 68 having a shorterlength, it is possible to avoid a situation in which the blowby-gasreturn pipe 68 is blocked due to freezing, bending, and/or the like thatmight otherwise occur in the blowby-gas return pipe 68.

In addition, in the engine 1 of the present embodiment, the plurality ofinner passages 114 in the positive crankcase ventilation device 69 has alabyrinth structure with a maze-like pattern. Thus, the labyrinthstructure formed in the positive crankcase ventilation device 69 can bemade compact without a significant increase in volume of the rocker armchamber part 90, hence, without a significant increase in externaldimensions of the intake manifold 8. With such a labyrinth structure, itis also possible to remove lubrication oil, unburned fuel, and/or thelike contained in blowby gas.

Furthermore, in the engine 1 of the present embodiment, the oil trapmaterials 120 are disposed between the dividing wall 118, by which thegas introduction chamber 113 and the inner passages 114 are divided fromeach other, and the peripheral wall 119 of the positive crankcaseventilation device 69. This configuration allows blowby gas flowing fromthe gas outlet of the gas introduction part 116 to the inner passages114 while going around the dividing wall 118 to pass through the oiltrap materials 120. Consequently, it is possible to remove, with the oiltrap materials 120, lubrication oil and/or the like contained in theblowby gas.

Moreover, in the engine 1 of the present embodiment, the inner passages114 includes, as a part thereof, spaces each surrounded by acorresponding one of the beam-shaped dividing walls 121 disposed in asuspended manner at a position between a corresponding one of the oiltrap materials 120 and the gas introduction chamber 113 and above thecorresponding one of the oil trap materials 120, the upper surface ofthe corresponding one of the oil trap materials 120, and the peripheralwall 119. With this configuration, it is possible to cause blowby gas topass through the gas introduction chamber 113 and the insides of the oiltrap materials 120 when the blowby gas flows from the gas outlet of thegas introduction part 116 toward the upper surfaces of the oil trapmaterials 120. Consequently, it is possible to remove, with the oil trapmaterials 120, lubrication oil and/or the like contained in the blowbygas.

Next, with reference to FIGS. 15 to 19, a configuration of the intakepipe and its peripheral components will be described. In the engine 1 ofthe present embodiment, the first intake pipe 91 whose first end(upstream side) is connected to the air cleaner (not illustrated) isdisposed at a location between the cooling fan 9 and the blowby-gasdischarge port 67. Specifically, the first intake pipe 91 is disposed ata location which is close to the front side (a first one of the frontand rear side surfaces) of the engine 1 and which is higher than thecoolant pump 21. The first end of the first intake pipe 91 is afresh-air inflow port 91 a.

The first intake pipe 91 is made of, e.g., a metal, and has asubstantially T-shaped appearance. The fresh-air inflow port 91 a of thefirst intake pipe 91 is opened toward the right side (a second one ofthe left and right side surfaces) of the engine 1. The first intake pipe91 has, in its second end (downstream side), a fresh-air outflow port 91b that is opposed to the fresh-air inflow port 91 a and is opened towardthe left side (a first one of the left and right side surfaces) of theengine 1. A portion of the first intake pipe 91 which is between thefresh-air inflow port 91 a and the fresh-air outflow port 92 b has asubstantially straight-cylindrical shape.

On the outer peripheral surface of the first intake pipe 91, aconnecting part 91 c having a substantially cylindrical shape isintegrally formed such that the connecting part 91 c protrudes outwardtherefrom. The connecting part 91 c is positioned at a location betweenthe center of the first intake pipe 91 and the fresh-air outflow port 91b. The connecting part 91 a has a distal end that is a blowby-gas inflowport 91 d opened toward the blowby-gas discharge port 67 (toward therear side of the engine 1). The blowby-gas inflow port 91 d is connectedwith a second end of the blowby-gas return pipe 68, which has a firstend connected to the blowby-gas discharge port 67.

The fresh-air outflow port 91 b of the first intake pipe 91 is connectedto a fresh-air inflow port 92 a that is a first end of the second intakepipe 92. The second intake pipe 92 is made of, e.g., a resin, and issubstantially L-shaped. The second intake pipe 92 has a second end thatis a fresh-air outflow port 92 b connected to an intake inlet 62 a ofthe compressor case 62 of the turbocharger 60. The intake inlet 62 a ofthe compressor case 62 is opened toward the cooling fan 9. The secondintake pipe 92, which has a curved part, is formed such that a lengthfrom the first end 92 a to the curved part is longer than a length fromthe second end 92 b to the curved part.

Thus, in the engine 1 of the present embodiment, the first intake pipe91 and the upstream portion of the second intake pipe 92 connected tothe intake inlet 62 a of the turbocharger 60 are positioned along theleft-and-right direction, and extend toward the right side surface ofthe engine 1. Thus, it is possible to compactly arrange the intake pipes91 and 92 connected to the turbocharger 60, without causing the intakepipes 91 and 92 to protrude from the front side surface of the engine 1.

Incidentally, consider a case where a turbocharger is mounted in atraditional small-displacement engine with, e.g., three or lesscylinders. If an intake pipe having a straight-line shape is attached toan intake-side inlet of the turbocharger in such an engine, a spacebetween the intake-side inlet of the turbocharger and engine components(e.g., a cooling fan, a fan shroud, and a radiator) positioned close toa first side surface in a front-and-rear direction of the engine becomessmall. Thus, the attachment of the intake pipe may sometimes bedifficult. In the engine 1 of the present embodiment, even in a casewhere a space between the intake inlet 62 a of the turbocharger 60 andengine components (e.g., the cooling fan 9, the fan shroud 20, and theradiator 19 (see FIGS. 3 and 4)) positioned close to the front side ofthe engine 1 is small, it is possible to achieve a space in which afresh-air pipe 99 (see FIG. 17) communicating with the air cleaner (notillustrated) is connected to the first intake pipe 91, and it is alsopossible to improve workability in attachment/detachment of thefresh-air pipe 99 to/from the first intake pipe 91.

As illustrated in FIGS. 15 to 18, the blowby-gas return pipe 68, whichextends from the blowby-gas discharge port 67 toward the front side ofthe engine 1 and is connected to the connecting part 91 c of the firstintake pipe 91, is inclined upward toward the connecting part 91 c ofthe first intake pipe 91. This configuration can prevent a phenomenonthat lubrication oil and/or unburned fuel adhered on the inner wall ofthe blowby-gas return pipe 68 enters the first intake pipe 91. This canreduce the possibility that lubrication oil and/or the like may be mixedin combustion air (fresh air) supplied to the engine 1, and also canreduce the possibility that the passage of the intake system, examplesof which include the compressor case 62 of the turbocharger 60, may bestained by lubrication oil and/or the like.

In addition, since the upstream-side portion of the series of intakepipes 91 and 92 is disposed to extend toward the right side surface ofthe engine 1 in the left-and-right direction, the blowby-gas return pipe68, which is connected to the connecting part 91 c of the first intakepipe 91, can be disposed to extend from the blowby-gas discharge port 67in a straight line, viewed in a plan view. With this configuration,positioning of the blowby-gas return pipe 68 is easy, and the length ofthe blowby-gas return pipe 68 to be installed can be made shorter. Withthe blowby-gas return pipe 68 having a shorter length, it is possible toavoid a situation in which the blowby-gas return pipe 68 is blocked dueto freezing, bending, and/or the like that might otherwise occur in theblowby-gas return pipe 68. Furthermore, with the configuration in whichthe blowby-gas return pipe 68 is disposed just above the intake manifold8, it is possible to avoid a situation in which the blowby-gas returnpipe 68 is blocked due to freezing and/or the like that might otherwiseoccur in the blowby-gas return pipe 68, thanks to heat from the engine1. Moreover, most part of the blowby-gas return pipe 68 overlaps thefirst intake pipe 91 in a front view. Thus, the blowby-gas return pipe68 has a small area exposed to the cooling fan 9. This configurationcontributes to prevention of freezing in the blowby-gas return pipe 68that might otherwise occur due to cooling air.

As illustrated in FIGS. 15 to 17, the intake manifold part 6 having theintake inlet 103 on its upper surface is disposed on the upper surfaceof the cylinder head 5, and the intake outlet 62 b of the turbocharger60 is opened obliquely upward toward the right side surface of theengine 1. The intake inlet 103 and the intake outlet 62 b are connectedto each other via the intake relay pipe 66. The intake relay pipe 66extends obliquely upward from the intake outlet 62 b toward the rightside surface of the engine 1 to reach a position above the blowby-gasreturn pipe 68. At the position above the blowby-gas return pipe 68, theintake relay pipe 66 is then curved to extend along a horizontaldirection. The intake relay pipe 66 is further guided to a positionabove a front portion of the intake manifold part 6, and is curvedtherein toward the rear side of the engine 1. The intake relay pipe 66is further guided toward a position above the intake inlet 103, and iscurved therein downward to be connected to the intake inlet 103.

Thus, in the engine 1, the intake manifold 8 and the turbocharger 60 aredisposed at a vertical position higher than the cylinder head 5.Furthermore, the intake outlet 62 b of the turbocharger 60 is directedtoward the intake manifold 8 and the intake inlet 103 is provided on theupper portion of the intake manifold 8 such that the intake inlet 103protrudes therefrom. Consequently, as compared with a configuration inwhich an intake manifold is disposed on a side surface of a cylinderhead or with a configuration in which an intake inlet is provided on aside surface of an intake manifold, the engine 1 configured as above canachieve the intake relay pipe 66 having a shorter length, therebyreducing an intake resistance. Consequently, combustion air can beintroduced into the engine 1 with a boost pressure as it is achieved bythe turbocharger 60, i.e., a boost pressure not impaired. In addition,both of the intake outlet 62 b of the turbocharger 60 and the intakeinlet 103 of the intake manifold part 6 are opened upward (obliquelyupward). With this configuration, positioning of the intake relay pipe66 is easy, and the workability in attachment of the intake relay pipe66 is improved.

As illustrated in FIGS. 5, 6, and 15 to 17, the intake relay pipe 66extends above the intake manifold 8, and passes through a position abovethe blowby-gas return pipe 68. With this configuration, the intake relaypipe 66 can be placed away from the intake manifold 8, and thus it ispossible to suppress or reduce an increase in temperature of combustionair that might otherwise be caused by heat dissipated from the engine 1.At the same time, with this configuration, the intake relay pipe 66 andthe blowby-gas return pipe 68 can be placed in a space above the intakemanifold 8, and thus this space can be effectively utilized. Inaddition, the blowby-gas return pipe 68 is placed to extend in astraight line, and thus the length of the blowby-gas return pipe 68 tobe installed can be made shorter.

As illustrated in FIGS. 16 and 17, the coolant pump 21 is provided witha thermostat case 85 accommodating a thermostat. Above the thermostatcase 85, a thermostat cover 86 is provided. The thermostat cover 86 hasa coolant outlet 21 b connected to a coolant pipe leading to theradiator 19. The thermostat cover 86 is disposed at a position lowerthan the first intake pipe 91. The thermostat case 85 and the thermostatcover 86 are a part of the coolant pump 21.

The coolant pump 21 has a coolant inlet 21 a and the coolant outlet 21 brespectively connected to a coolant feeding pipe 87 and a coolant returnpipe 88, each of which leads to the radiator 19 (see FIGS. 3 and 4). Thecoolant inlet 21 a is provided to the main body of the coolant pump 21.The coolant outlet 21 b is provided to the thermostat cover 86. Both ofthe coolant inlet 21 a and the coolant outlet 21 b are opened toward theright side surface of the engine 1.

As illustrated in FIG. 16, the upstream-side portion of the series ofintake pipes 91 and 92 is inclined upward from a location close to theleft side surface of the engine 1 toward the right side surface of theengine 1. With this configuration, it is possible to achieve, at alocation below the upstream-side portion of the intake pipes 91 and 92,a space for installing another component of the engine 1, specifically,the thermostat cover 86 provided with the coolant outlet 21 b in thepresent embodiment, without the need to increase a vertical position ofthe intake inlet 62 a of the turbocharger 60, hence, without the need toincrease a vertical position of the turbocharger 60 itself, but with acompact configuration in which a vertical position of the turbocharger60 is suppressed or reduced. In addition, with the above-describedconfiguration, it is possible to provide a large space between thefresh-air inflow port 91 a of the upstream-side portion of the intakepipes 91 and 92 and another component disposed below the fresh-airinflow port 91 a, specifically, the thermostat cover 86 in the presentembodiment. Thus, the space that an operator can access to attach/detachthe fresh-air pipe 99 leading to the air cleaner (not illustrated)to/from the fresh-air inflow port 91 a of the first intake pipe 91 canbe achieved. This facilitates the attachment/detachment work.

In addition, in the engine 1 of the present embodiment, the fresh-airinflow port 91 a of the first intake pipe 91 and the coolant inlet 21 aand the coolant outlet 21 b of the coolant pump 21 are opened toward theright side of the engine 1. Consequently, an attachment work and amaintenance work of the fresh-air pipe 99 to be connected to thefresh-air inflow port 91 a, the coolant feeding pipe 87 to be connectedto the coolant inlet 21 a, and the coolant return pipe 88 to beconnected to the coolant outlet 21 b can be performed from a single sideface of the engine 1 (the right side surface of the engine 1, in thepresent embodiment). Consequently, workability in these works isimproved.

As illustrated in FIGS. 15 and 19, the first intake pipe 91 includes, inits inside, a partitioning wall 91 e. The partitioning wall 91 e extendsfrom the fresh-air inflow port 91 a toward the fresh-air outflow port 91b, and partitions the internal space of the first intake pipe 91 into afresh-air flowing space 91 f extending from the fresh-air inflow port 91a to the fresh-air outflow port 91 b and a blowby-gas flowing space 91 gextending from the blowby-gas inflow port 91 d to the fresh-air outflowport 91 b. Due to such a structure, the first intake pipe 91 may also becalled a three-way valve. Such a structure of the first intake pipe 91can suppress or reduce a phenomenon that blowby gas introduced from theblowby-gas inflow port 91 d into the first intake pipe 91 flows back tothe fresh-air inflow port 91 a.

As illustrated in FIGS. 15 and 17, the first intake pipe 91 is providedwith a sensor mounting pedestal 94 on which a temperature sensor 93 isto be mounted, in the example of the present embodiment. The temperaturesensor 93 is attached to the sensor mounting pedestal 94 such that asensor portion of the temperature sensor 93 is disposed inside the firstintake pipe 91. The temperature sensor 93 is configured to measure atemperature of air flowing through the fresh-air flowing space 91 f. Thesensor portion of the temperature sensor 93 is disposed in the fresh-airflowing space 91 f, which is separated from the blowby-gas flowing space91 g. This configuration can prevent the sensor portion from beingstained by a lubrication oil component and/or the like contained inblowby gas.

Next, with reference to FIGS. 20 to 23, a configuration of components ofthe exhaust system and its peripheral components will be described. Tothe exhaust gas outlet 130 (exhaust-side outlet) disposed on the uppersurface of the exhaust manifold 7, the exhaust inlet 61 a of theturbocharger 60 is connected. The exhaust manifold 7, which has exhaustgas inlets 131 provided for the respective three cylinders, is fixed tothe left side surface of the cylinder head 5 by six mounting bolts 132.The exhaust manifold 7 has, for each of the peripheries of the exhaustgas inlets 131, two bolt insertion holes by which a corresponding one ofthe exhaust gas inlets 131 is sandwiched in the top-and-bottomdirection. The exhaust manifold 7 has a bottom surface that isbifurcated, under the exhaust gas outlet 130, into a front branchedportion 133 and a rear branched portion 134. The front branched portion133 has an exhaust gas inlet 131 for one cylinder, and the rear branchedportion 134 has exhaust gas inlets 131 for two cylinders.

To the center housing 63 of the turbocharger 60, the lubrication-oilfeeding pipe 64 and a lubrication-oil return pipe 65 are connected. Thelubrication-oil feeding pipe 64 has a first end connected to thelubrication-oil feeding passage 79 (see FIG. 23) inside the cylinderblock 4 via a lubrication-oil introduction joint 135, at a locationclose to a rear-side portion of the center of the right side surface ofthe cylinder block 4. The lubrication-oil feeding pipe 64 has a secondend connected to an upper portion of the center housing 63 via alubrication-oil discharge joint 136.

On the right side of the cylinder block 4, the lubrication-oil feedingpipe 64 is guided upward from the lubrication-oil introduction joint135, and is then bent obliquely rearward and upward to be guided to alocation close to a rear-side portion of the upper end of the right sidesurface of the cylinder block 4. The lubrication-oil feeding pipe 64 isfurther guided, along the upper edge of the cylinder block 4, from theright side surface of the cylinder block 4 toward the left side surfaceof the cylinder block 4 through the rear side surface of the cylinderblock 4. The lubrication-oil feeding pipe 64 has an intermediate portionfixed by a pipe locking member 137 that is fastened to the cylinder head5 by a bolt, at a position facing the upper end of the rear side surfaceof the cylinder block 4. The lubrication-oil feeding pipe 64 guided tothe left side of the cylinder block 4 is bent upward at a locationbehind the exhaust manifold 7, and is then guided to a position higherthan the upper surface of the cylinder head 5 and is bent forward. Thelubrication-oil feeding pipe 64 is further guided, through a positionabove the rear branched portion 134 of the exhaust manifold 7, to aposition between the exhaust gas outlet 130 and the left side surface ofthe intake manifold 8. The lubrication-oil feeding pipe 64 is guided,from the position, obliquely forward and upward, and is then bentobliquely upward and leftward. The lubrication-oil feeding pipe 64 isfurther bent to extend in a substantially horizontal direction, and isconnected to the lubrication-oil discharge joint 136, which is attachedto the center housing 63 of the turbocharger 60.

In the above-described manner, the lubrication-oil feeding pipe 64 isinstalled such that the lubrication-oil feeding pipe 64 extends from theright side surface of the engine 1 toward the left side surface of theengine 1, while making a detour by extending along the rear side surfaceof the engine 1, and the lubrication-oil feeding pipe 64 furtherextends, over the left side surface of the engine 1, from the rear sideof the exhaust manifold 7 toward a position above the exhaust manifold7, while making a detour by extending along an outer periphery of theexhaust manifold 7. Thus, the lubrication-oil feeding pipe 64 iscompactly arranged along the side surfaces of the engine 1. In addition,since the lubrication-oil feeding pipe 64 is installed such that thelubrication-oil feeding pipe 64 makes a detour by extending along theouter periphery of the exhaust manifold 7, the lubrication-oil feedingpipe 64 would not become an obstacle to an attachment work of theexhaust manifold 7 even in a state where the lubrication-oil feedingpipe 64 is attached to the engine 1 with the lubrication-oilintroduction joint 135 and the pipe locking member 137. Thus, thisconfiguration improves efficiency in assembling of the engine 1.

The lubrication-oil return pipe 65 has a first end connected to a pipeflange member 138 fastened by a bolt to a lower portion of the centerhousing 63, and has a second end connected to a lubrication-oil returnjoint 140 via an elastic pipe member 139 that is made of, e.g., a rubberresin and is elastic. The lubrication-oil return pipe 65 is guideddownward from the pipe flange member 138, and is then bent obliquelyrearward and downward. The lubrication-oil return pipe 65 is guided to alocation that is on the left side of the exhaust manifold 7 and is belowthe exhaust gas outlet 130. The lubrication-oil return pipe 65 isfurther guided, along the left side surface of the exhaust manifold 7,obliquely rightward, downward, and toward a branch at which the frontbranched portion 133 and the rear branched portion 134 are branched off.The lubrication-oil return pipe 65 is then bent, at a location below theexhaust manifold 7, obliquely forward, downward, and rightward, so thatthe lubrication-oil return pipe 65 is guided to a location close to theleft side surface of the cylinder block 4. The lubrication-oil returnpipe 65 is further bent downward to be connected to a first end of theelastic pipe member 139. The elastic pipe member 139 has a cylindricalshape, and is positioned along a vertical direction. The elastic pipemember 139 has a second end connected to the lubrication-oil returnjoint 140, which is disposed at a location between the center of theright side surface of the cylinder block 4 and the front side of theright side surface of the cylinder block 4. The lubrication-oil returnjoint 140 is disposed under the center housing 63, in a left side view.

In the engine 1 of the present embodiment, the lubrication-oil returnpipe 65 for collecting lubrication oil from the turbocharger 60 isinstalled such that the lubrication-oil return pipe 65 extends downwardalong the bifurcated portion on the bottom surface of the exhaustmanifold 7. With this configuration, the lubrication-oil return pipe 65can be positioned close to the left side surface of the engine 1, andthus can be installed compactly.

Incidentally, in order to meet recent market demands such as the needfor lower fuel consumption and lower cost, internal combustion enginesprovided with a turbocharger have been made more and more compact. Thus,the production quantity of a small-displacement engine with aturbocharger is expected to increase greatly. On the other hand, thenumber of types of small-displacement industrial diesel engines with aturbocharger and the production quantity thereof have been traditionallysmall. In a case where a turbocharger is mounted in an engine of thistype, assembling of the peripheral components of the turbocharger hasbeen performed by the steps of assembling an exhaust manifold, aturbocharger, and a lubrication oil pipe in the procedure for assemblinga naturally aspirated engine. Namely, the peripheral components of theturbocharger are assembled in an assembly cell dedicated to theturbocharger after being transferred thereto from the assembly line,which takes a long time. Thus, the traditional assembling method, whichtakes a long time, cannot satisfy the production quantity as requested.

In order to meet such a demand, the engine 1 of the present embodimenthas been improved so that assembling of the engine 1 can be performedwith the exhaust manifold 7, the turbocharger 60, and thelubrication-oil return pipe 65 being preliminarily assembled. Asillustrated in FIG. 20, the components of the exhaust manifold 7, theturbocharger 60, and the lubrication-oil return pipe 65 are arrangedwith mounting bolts 132 being exposed when viewed from the left sidesurface of the engine 1, in order not to hinder attachment of theexhaust manifold 7 to the cylinder head 5. In addition, thelubrication-oil return pipe 65 is connected to the lubrication-oilreturn joint 140 via the elastic pipe member 139 so that the bolts ofthe exhaust manifold 7 can be fastened by a single operator with theexhaust manifold 7, the turbocharger 60, and the lubrication-oil returnjoint 65 being preliminarily assembled. By first connecting thelubrication-oil return joint 140 to the cylinder block 4, the operatorcan use, as a support for the assembling work, the lubrication-oilreturn pipe 65, the elastic pipe member 139, and the lubrication-oilreturn joint 140. In addition, it is possible to prevent an irreversibleplastic deformation from occurring in the lubrication-oil return pipe65, since the elastic pipe member 139 is deformable.

Consequently, it becomes easier for a single operator to assemble, tothe engine 1, the preliminarily assembled components of the exhaustmanifold 7, the turbocharger 60, and the lubrication-oil return pipe 65,and it is possible to assemble these components of the exhaust system inadvance according to the manufacturing schedule. This can provide acentralized assembling work and a streamlined manufacturing line work.Moreover, with a minimum increase in the number of assembling steps onthe manufacturing line, it is possible to reconfigure a naturallyaspirated engine to an engine with a turbocharger. Thus, the presentembodiment can meet the need for an increase of production quantity. Inaddition, the assembling steps to be performed in an assembling spacededicated for the engine with the turbocharger can be limited only tothe steps of attachment of the preliminarily assembled components of theexhaust manifold 7, the turbocharger 60, and the lubrication-oil returnpipe 65 and the components of the exhaust system, such as thelubrication-oil feeding pipe 64. This can save the space of theassembling site.

Incidentally, recently, a space for mounting a diesel engine is oftenlimited (i.e., small) to meet the demands for weight reduction anddownsizing, although the space for mounting the engine varies dependingon the work vehicle (e.g., a construction machine or an agriculturemachine) on which the diesel engine is to be mounted. In view of this,components of the diesel engine need to be arranged compactly.Especially for a small work vehicle such as a lawn mower, atransplanter, a small tractor, it is necessary to mount a high-outputengine in a small engine mounting space.

By mounting turbocharger in a diesel engine with a small number ofcylinders, it is possible to achieve a higher output. In such aconfiguration, however, it is necessary to control an amount and atiming of fuel injection performed by a fuel injection pump in a highlyaccurate manner. In order to achieve a high-level fuel injectioncontrol, a fuel injection pump with an electronically-controlledspeed-governing mechanism may be employed. However, this requires anactuator larger than the body of the speed-governing mechanism. Thus,applying this configuration to a diesel engine with a small number ofcylinders would result in a limited space for mounting the fuelinjection pump in the diesel engine. Furthermore, theelectronically-controlled speed-governing mechanism is susceptible tovibrations from the engine body, disadvantageously. In order to addressthis, the engine 1 of the present embodiment is configured such that theeffects on the speed-governing mechanism given by vibrations from theengine can be reduced.

With reference to, e.g., FIGS. 23 to 28, a configuration of componentsof the fuel system and its peripheral components will be described. Asillustrated in FIGS. 23 to 28, in the engine 1, the turbocharger 60 ismounted above the exhaust manifold 7 disposed at a location close to theleft side surface of the engine 1, and the fuel injection pump device 14disposed at a location close to the right side surface of the engine 1supplies fuel to the injectors 15 inserted into the cylinder head 5. Thefuel injection pump device 14 has a rear end provided with anelectronically-controlled speed-governing mechanism 30. The rear end ofthe fuel injection pump device 14 is fixed to the right side surface ofthe cylinder block 5 via the fixing bracket 41, and a front end of thefuel injection pump device 14 is connected to and fixed to the gear case54 being disposed at a front edge of the cylinder block 4 and having aflange shape. The intake manifold 8 is mounted on the upper surface ofthe cylinder head 5, and the injectors 15 are disposed at the injectormounting recesses 125 located in the right-side portion (intake manifoldpart 6) of the intake manifold 8. The intake manifold 8 and theinjectors 15 are connected to each other through the fuel injection pumpdevice 14 and fuel pipes (e.g., the fuel injection pipes 36).

The fuel injection pump device 14 includes the injection pump body 32that internally includes fuel pressure-feed mechanisms 201 (providedrespectively for the three cylinders, in the present embodiment) and acamshaft 202. The fuel pressure-feed mechanisms 201 are configured toforcibly feed fuel to the injectors 15 via the fuel injection pipes 36,respectively. The camshaft 202 is configured to drive, by driving powerfrom the engine 1, the fuel pressure-feed mechanisms 201 providedrespectively for the cylinders. Each of the fuel pressure-feedmechanisms 201 includes a plunger barrel 212 internally including aplunger (not illustrated) that is slidable, a delivery pipe joint(delivery barrel) 213 communicating with an upper portion of the plungerbarrel 212, a control sleeve 214 externally fitted to the plunger barrel212 and configured to rotate integrally with the plunger barrel 212, anda spring body 215 configured to bias the plunger toward the camshaft212. The camshaft 212 pivotally supports cams 221 which are eccentriccams and whose peripheral surfaces are in contact with lower ends of thefuel pressure-feed mechanisms 202 provided respectively for thecylinders.

The plungers in the plunger barrels 212 are biased toward the camshaft202 by the spring bodies 215, and are caused to move up and downaccording to the positions of the peripheral surfaces of the cams 221,the positions being changed by rotation of the camshafts 202. Thedelivery pipe joints 213 have delivery valves (not illustrated) in theirlower ends (ends close to the plunger barrels 212). The delivery pipejoints 213 have, in their upper ends, fuel delivery outlets 203communicating with the fuel injection pipes 36. The control sleeves 214configured to rotate integrally with the plungers have, on their outerperipheries, pinion gears that are engaged with a rack gear on a controlrack 204 slidable in the front-and-rear direction.

Forcible feeding of fuel is performed as follows. That is, after theplungers slide downward and fuel is supplied into the plunger barrels212, the plungers slide upward to close port holes of the plungerbarrels 212. This increases internal pressures of fuel chambers in theplunger barrels 212. Consequently, the delivery valves at the lower endsof the delivery pipe joints 213 are opened. Thus, fuel is dischargedfrom the fuel delivery outlets 203, and is forcibly fed to the injectors15 through the fuel injection pipes 36.

Thereafter, the plungers slide further upward to be fitted to the portholes of the plunger barrels 212, so that fuel flows out of the portholes. Consequently, internal pressures of the fuel chambers in theplunger barrels 212 drop, and accordingly the delivery valves at thelower ends of the delivery pipe joints 213 are closed. Thus, theforcible feeding of the fuel ends. During this operation, by causing thecontrol rack 204 to slide in the front-and-rear direction to rotate theplungers together with the control sleeves 214, timings at which thevalves of the delivery pipe joints 213 are closed are set, andaccordingly amounts (fuel injection amounts) of fuel to be fed to theinjectors 15 are set.

The fuel injection pump device 14 is disposed on the right side of thecylinder head 5 such that the fuel delivery outlets 203 are positionedabove the upper surface of the cylinder head 5. The injectors 15 aredisposed at the injector mounting recesses 125 on the right side surfaceof the intake manifold 8, which is mounted on the upper surface of thecylinder head 5, and at a portion close to a rear right portion of theintake manifold 8. The injectors 15 are connected to the fuel deliveryoutlets 203 through the fuel injection pipes 36, respectively. In thismanner, the fuel delivery outlets 203 can be disposed close to theinjectors 15, and thus the lengths of the fuel injection pipes 36 to beinstalled can be made shorter. With this configuration, a pressure forforcibly feeding fuel from the fuel injection pump device 14 to theinjectors 15 can be kept at a high pressure. Accordingly, the injectors15 inject fuel with good response, so that a combustion efficiency canbe enhanced. Thus, this configuration can improve fuel economy, and canalso suppress or reduce generation of graphite and/or NOx.

The intake outlet 62 b of the turbocharger 60 extends obliquely upwardtoward a position above the cylinder head 5, and communicates, throughthe intake relay pipe 66, with the intake inlet 103 provided in theupper portion of the intake manifold 8 (intake manifold part 6).Consequently, the intake relay pipe 66 is installed at a position higherthan positions at which the injectors 15 are positioned. In addition,the position of the intake relay pipe 66 is closer to the left side(closer to the exhaust manifold 7) than the positions of the injectors15. Thus, a space between the fuel injection pump device 14 and theinjectors 15 has no obstacle to an installation work of the fuelinjection pipes 36. This configuration can facilitate the installationwork of the fuel injection pipes 36, which has been a troublesome work.Consequently, the workability in the assembling work can be improved. Inaddition, with this configuration, the fuel injection pipes 36 do nothave to be bent more than necessary, and thus can maintain adequaterigidity against high-pressure fuel that passes through the inside ofthe fuel injection pipes 36.

The fuel injection pump device 14 includes the injection pump body 32having a rear end provided with the electronically-controlledspeed-governing mechanism 30. The speed-governing mechanism 30 includesthe speed-governing linkage 205 configured to cause the control rack 204to slide in the front-and-rear direction and the actuator 34 coupled tothe control rack 204 via the speed-governing linkage 205. Thespeed-governing linkage 205 is provided inside the governor storage case33, which is fixed to a rear surface of the injection pump body 32. Thespeed-governing linkage 205 is coupled to a first end of the controlrack 204, which is inserted into the governor storage case 33 from theinjection pump body 32. The control rack 204 is inserted into an upperportion inside the governor storage case 33, and is coupled to an upperend of the speed-governing linkage 205.

The actuator 34 is fixed to a lower portion of a rear end surface of thegovernor storage case 33. In the governor storage case 33, thespeed-governing linkage 205 and a movable member (not illustrated)protruding from a front surface of the actuator 34 are coupled to eachother. The governor storage case 33 has a rear surface provided with acam rotation sensor 206 for measuring a rotational speed of the camshaft202. Based on a measurement signal from the cam rotation sensor 206, acontroller (not illustrated) drives the actuator 34 to set a rackposition of the control rack 204.

The injection pump body 32 has, in a lower portion of its front endsurface, a coupling flange 231 coupled to the gear case 54. The couplingflange 231 is disposed at a location lower than the upper end of thecylinder block 4. The governor storage case 33 in the speed-governingmechanism 30 has coupling pedestals (coupling portion) 232 on the rearend surface of the governor storage case 33 and above the actuator 34,the coupling pedestals 232 being to be coupled to the fixing bracket 41.The coupling pedestals 232 are disposed above the upper end of thecylinder block 4. Namely, the fuel injection pump device 14 is coupledto the gear case 54 at a lower portion of a front end surface of thefuel injection pump device 14, and is coupled to the cylinder head 5 atan upper portion of a rear end surface of the fuel injection pump device14. Thus, the fuel injection pump device 14 is fixed to the engine 1 atpositions on a diagonal line of the engine 1.

The coupling flange 231, which is attached at the front end surface ofthe injection pump body 32, has a shape expanding outwardly from itscenter that is the camshaft 202. The coupling flange 231 has a pluralityof elongated holes 233 bored therein and arranged circumferentially atequal intervals. The elongated holes 233 have shapes conformed to anouter periphery of the coupling flange 231 around the camshaft 202.Fixing pins 234 fixed to the gear case 54 are inserted into theelongated holes 233 of the coupling flange 231, and nuts 235 are screwedinto the fixing pins 234, respectively. Consequently, the front endsurface of the injection pump body 32 is fastened to the gear case 54.In this state, the elongated holes 233 of the coupling flange 231 areloosely fitted to the fixing pins 234 inserted into the gear case 54.Thus, the front portion of the fuel injection pump device 14 is fastenedsuch that the front portion of the fuel injection pump device 14 isturnable around the axial center of the camshaft 202 for adjustment.

The fixing bracket 41 is bent into an L-shape constituted by aproximal-end portion 241 coupled to the cylinder head 5 and a fixedportion 242 coupled to the governor storage case 33. The proximal-endportion 241 of the fixing bracket 41 is fastened by bolts 243 to theright side surface of the cylinder head 5 at multiple positions (twopositions, in the present embodiment) that are shifted from each otherin the front-and-rear direction and the top-and-bottom direction. Thefixed portion 242 of the fixing bracket 41 has elongated holes 244 atmultiple positions (two positions, in the present embodiment). Bolts 245inserted into the elongated holes 244 are screwed into the couplingpedestals 232, respectively. Consequently, the rear end surface of thegovernor storage case 33 is fastened to the fixing bracket 41.

The elongated holes 244 of the fixed portion 242 are bored in the fixingbracket 41 such that the elongated holes 244 are arrangedcircumferentially around the camshaft 202. The elongated holes 244 ofthe fixing bracket 41 are loosely fitted to the bolts 245 screwed intothe coupling pedestals 232. Thus, the rear portion of the fuel injectionpump device 14 is fastened by the bolts 245 such that the rear portionof the fuel injection pump device 14 is turnable around the axial centerof the camshaft 202 for adjustment. The fixing bracket 41 is configuredsuch that lower edges of the proximal-end portion 241 and the fixedportion 242 are at a substantially identical vertical position to thatof the lower end surface of the cylinder head 5. Thus, the fixingbracket 41 is coupled to the rear end surface of the governor storagecase 33 at the location at which the fixing bracket 41 and the actuator34 do not interfere with each other. Therefore, the actuator 34 does notneed to be reconfigured to a new one to be coupled to the cylinder head5. Thus, an actuator 34 to be attached to the cylinder head 5 can beselected according to the performance of the engine 1.

With the configuration in which the rear portion of the fuel injectionpump device 14 is coupled to the cylinder block 5 via the fixing bracket41, the actuator 34 disposed at the rear portion of the fuel injectionpump device 14 is supported by the cylinder head 5, which is lessaffected by vibrations from the engine 1 than is the cylinder block 4.Consequently, it is possible to reduce the effects given to the actuator34 by vibrations from the engine 1. Accordingly, it is possible tosuppress or reduce an erroneous operation of the speed-governingmechanism 30, thereby making it possible to prevent an excess amount offuel or an insufficient amount of fuel from being injected. In addition,with the configuration in which the front and rear portions of theproximal-end portion 241 extending in the front-and-rear direction arefastened to the cylinder head 5 by the bolts 243 positioned in thetop-and-bottom direction, the proximal-end portion 241 is coupled to thecylinder head 5, which is a highly rigid component, via a wider surface.Therefore, the fuel injection pump device 14 can be supported rigidly.

Furthermore, in the injection pump body 32, the control rack 204 extendsin the front-and-rear direction at a vertical position coinciding with aboundary position between the cylinder head 5 and the cylinder block 4.Namely, the fixing bracket 41 has a lower edge positioned at a verticalposition substantially equal to a vertical position at which the controlrack 204 is disposed. By rigidly supporting the upper portion of thefuel injection pump device 14 by the cylinder head 5, to whichrelatively small vibrations are applied, it is possible to suppress orreduce occurrence of bending and/or deflection of the control rack 204that might otherwise be caused by vibrations from the engine 1. With theconfiguration in which transmission of vibrations from the engine 1 tothe fuel injection pump device 14 is suppressed or reduced and thecontrol rack 204 is disposed above such a fuel injection pump device 14,forward and rearward movements of the control rack 204 can be regulatedin a stable manner. Consequently, a fuel injection amount set accordingto the rack position of the control rack 204 can be kept at a targetvalue. Thus, it is possible prevent an excess amount of fuel or aninsufficient amount of fuel from being injected into the combustionchambers.

The lubrication-oil introduction joint 135 connected to thelubrication-oil feeding passage (lubrication-oil conduit) 79 inside thecylinder block 4 is disposed between the actuator 34 and the cylinderblock 4. The lubrication-oil feeding pipe (oil feeding pipe) 64, whichis connected to the lubrication-oil introduction joint 135 and supplieslubrication oil to the turbocharger 60, is installed such that thelubrication-oil feeding pipe 64 extends from the right side surface ofthe cylinder block 4 toward the left side surface of the cylinder block4, while making a detour by extending along the rear side surface of thecylinder block 4. The actuator 34 is fixed so as to be away from theright side surface of the cylinder block 4. Thus, the lubrication-oilfeeding pipe 64, which is coupled to the right side surface of thecylinder block 4, can be installed without the lubrication-oil feedingpipe 64 and the fuel injection pump device 14 interfering with eachother. This makes it possible to improve the workability in theinstallation work of the lubrication-oil feeding pipe 64 and theattachment work of the fuel injection pump device 14. In addition, thelubrication-oil feeding pipe 64 is installed such that thelubrication-oil feeding pipe 64 passes through a space between theactuator 34 and the cylinder block 4. Thus, it is possible to preventbreakage of the lubrication-oil feeding pipe 64 that might otherwise becaused by, e.g., an external object colliding with the engine 1, thanksto the actuator 34.

The injection pump body 32 of the fuel injection pump device 14 isconnected to a lubrication-oil feeding pipe (oil feeding pipe) 252. Thelubrication-oil feeding pipe 252 has a first end connected to thelubrication-oil feeding passage 79 via a lubrication-oil introductionjoint 251, at a location between the center of the right side surface ofthe cylinder block 4 and the front side of the right side surface of thecylinder block 4. The lubrication-oil feeding passage 79 is disposedinside the cylinder block 4, and extends in the front-and-reardirection. The lubrication-oil feeding pipe 252 has a second endconnected to a position that is below the injection pump body 32 and isabove the camshaft 202, via a lubrication-oil discharge joint 253. Thelubrication-oil feeding pipe 252 is installed such that thelubrication-oil feeding pipe 252 makes a detour by extending along anouter periphery of the fuel feeding pump 35. Specifically, thelubrication-oil feeding pipe 252 extends from a location that is behindand below the fuel feeding pump 35 disposed in a lower side of the rightside surface of the injection pump body 32, toward a location that is infront of and below the fuel feeding pump 32.

The fuel injection pump device 14 is configured to receive fuel suppliedthrough the fuel filter 17. To the front and rear side surfaces of thecylinder head 5, suspended metal fittings 55 and 56, which make up apair, are respectively fixed. The fuel filter 17 is fixed to the rearsuspended metal fitting 56. The pair of front and rear suspended metalfittings 55 and 56 is disposed on a diagonal line of the cylinder head5. Thus, the engine 1 can be raised with, e.g., a chain block in astable manner.

The rear suspended metal fitting 56 has a lower end fastened by a boltto a right portion of the rear surface of the cylinder head 5. The rearsuspended metal fitting 56 has, in a right edge of its upper end, afilter coupling portion 261 to which the fuel filter 17 is fastened by abolt. The filter coupling portion 261 is disposed in an upper portion ofthe right side surface of the cylinder head 5. With this configuration,the fuel filter 17 can be positioned at a location which is behind thefuel injection pump device 14, at which the fuel filter 17 does notoverlap the fuel injection pump device 14, and which is close to thefuel injection pump device 14. Consequently, it is possible to compactlyinstall the fuel filter 17 and the fuel injection pump device 14 to theengine 1 such that the fuel filter 17 and the fuel injection pump device14 do not interfere with each other. Also, the lengths of the fuel pipes37 to 39 via which the fuel filter 17 and the fuel injection pump device14 communicate with each other can be made shorter. This configurationcan facilitate the installation work of the fuel pipes 37 to 39, whichhas been a troublesome work. This makes it possible to improve theworkability in the assembling work.

Note that the configurations of the parts/portions of the presentinvention are not limited to those in the illustrated embodiments, andcan be modified and changed in various ways unless such modificationsand changes depart from the scope of the present invention. An enginedevice according to some aspects of the present invention can be mountedin a work machine, such as a lawn mower, a construction machine, anagriculture machine, or an engine generator.

REFERENCE SIGNS LIST

-   1 engine-   4 cylinder block-   5 cylinder head-   6 intake manifold part (intake manifold)-   7 exhaust manifold-   8 rocker-arm-chamber-integrated intake manifold (cylinder head    cover)-   14 fuel injection pump device-   15 injector-   30 speed-governing mechanism-   36 fuel injection pipe (fuel pipe)-   41 fixing bracket-   54 gear case-   60 turbocharger-   61 a exhaust inlet (exhaust-side inlet)-   62 a intake inlet (intake-side inlet)-   62 b intake outlet (intake-side outlet)-   64 lubrication-oil feeding pipe (oil feeding pipe)-   66 intake relay pipe-   67 blowby-gas discharge port-   68 blowby-gas return pipe (gas conduit)-   69 positive crankcase ventilation device-   90 rocker arm chamber part (rocker arm chamber)-   91 first intake pipe-   91 c connecting part-   92 second intake pipe-   101 partitioning wall (wall)-   102 intake lid-   103 intake inlet-   111 gas discharge part-   113 gas introduction chamber-   114 inner passage-   116 gas introduction part-   118 dividing wall-   119 peripheral wall-   120 oil trap material-   121 beam-shaped dividing wall

1.-9. (canceled)
 10. An engine device, comprising: a turbocharger installed on an exhaust side of an engine; and an intake pipe connected to the turbocharger, having a bent portion, and provided with an inclined portion on an intake upstream side of the bent portion.
 11. The engine device according to claim 10, wherein the inclined portion is inclined so that the intake upstream side is higher than an intake downstream side.
 12. The engine device according to claim 10, wherein the engine device has an intake connecting pipe that connects the turbocharger and an intake manifold, and at least a part of the intake connecting pipe is provided above the intake pipe.
 13. The engine device according to claim 12, wherein an intake inlet of the intake pipe is provided below the top of the intake connecting pipe.
 14. The engine device according to claim 12, wherein an intake inlet of the intake pipe is provided above an intake inlet of the intake manifold. 